Device for retaining heat in motor oil



June 9, 1942. s. s. JOY 2,285,720

DEVICE FOR RETAINING HEAT IN MOTOR on;

Filed May 19, 1941 3 Shets-Sheet 1 Fgi.

.. men 011 attorney! June 9, 1942. 5 JOY DEVICE FOR RETAINING HEAT IN MOTOR OIL Filed May 19, 1941 3 Sheets-Sheet 2 IIIlII/l/Il/ ll 1 IIIIIIIIIIIlI/l a. A I

June 9, 1942. s. s. JOY 2,285,720

DEVICE FOR RETAINING HEAT. IN MOTOR OIL Filed May 19, 1941 3 Sheets-Sheet 3 Enventor 2 Sejolr 6. Joy

U a m attorney.

Patented June 9, 1942 UNETE DEVICE FOR RETAISIHING HEAT IN MOTOR Septer S. Joy, Terre Haute, Ind., assignor of twenty-four per cent to Charles A. Crawford, seventeen and one-half percent to Michael John Grogan, ten per cent to George Oltean, twenty-five per cent to Mary Frances Craft, and live per cent to Max Menestrina, all of Terre Haute, 1nd.

Application May 19, 1941, Serial No. 394,186

12 Claims.

The present invention relates to improvements in devices for retaining heat in motor oil and consists in certain improvements over the similar device disclosed in my prior Patent No. 2,228,460 granted January 14, 1941.

In common with the objects as stated in the prior patent aforesaid, the present invention aims to withdraw, from the crankcase or sump, the lubricating oil when the internal combustion engine or motor is to be discontinued in operation for such a period of time as would permit the oil to cool down below good lubricating temperature, and transfer such oil, then hot from engine operation, to an insulated container or receptacle where the oil is stored and its heat conserved and retained during the period of non-operation of the engine or motor, as when an automobile is garaged for the night, or when a motor car is left parked in the open in cold climates or temperatures.

It is essential to good engine operation and long life in the motor to have good lubrication at all times, and this is possible only when the lubricating oil is properly fluent and warm. This condition does not obtain for an initial period of time after starting a cold motor.

It is one of the objects of the invention to furnish the motor with a hot properly fluid oil at all times, and especially at the initial period referred to.

The present invention has for an object over the prior patent aforesaid an improved control arrangement in which the ignition of the motor is automatically disconnected when the crankcase or sump is devoid of suflicient lubricating oil for proper motor operation, whereby the operator cannot start the motor at the key switch; and wherein the motor ignition circuit is automatically restored to normal condition closable at the key switch when the oil has beenevacuated from the heat-retaining reservoir and returned to the v from the crankcase or sump to the heat-retaining reservoir for insuring a minimum temperature in the oil prior to its delivery to such reservoir.

With the foregoing and other objects in view, the invention will be hereinafter more fully described and more particularly pointed out in the appended claims.

In the drawings in which like parts are denoted by similar reference characters throughout the several views.

Figure V1 is a fragmentary vertical section through an automobile showing the improved device applied thereto.

Figure 2 is a vertical section, on an enlarged scale, through the improved reservoir.

Figure 3 is a diagrammatic view of the valve control showing all valves closed.

Figure 4 is a similar view showing the valves positioned for drawing in oil to the reservoir from the crankcase or sump.

Figure 5 is also a similar diagrammatic view showing the position of the valves when the oil is being evacuated from the reservoir.

Figure 6 is a fragmentary side elevation. with parts broken away, showing the open position of the mercury switch.

Figure 7 is a fragmentary side elevation showing the temperature booster.

Figure 8 is a front elevational view of a modifled form of temperature booster.

Figure 9 is a sectional view taken along the line 99 .in.Figure 8. a

Fi u e f10is-a sectional view taken along are line l 0-40 in Figure -8 with -the coil in slightly raisedbosition. 1 Figure 11 lsafrontlevati broken awayiaand r-parts'i'sho central ignition.cdritrol' switchi Figure 12 is a"- horizontal sec'tiona along the line'I-l 2:-'-:=l 2 in-Figure' nan Figure 13 az'ivertical sectional along the line: it l8 mngure Referring niiir'e' p'articularl-y l0 designates :the'scontro the instrumenlirlpaneL easy rotary manipulation. y,

As showniinffiguri th rod l0 na's -nxa its lower end a bevel pinion ll disposed immish with a similam bevel ipinlon ll' fast on" W shaft l3. On shaftihi is fixed'a drain valvecani l 4. This cam, as"'i1lustrated.- to better advantage in Figures 3, .41andra5gis: crescent shaped or half round. Disposed-above -the drainw-alve c is the drain valveitappet iE' carfied- Onth we end of the draixrrral'v stenr ita 'l h'e bildrain l-view ak the drain conduit 23.

aaeavao eyelet guide 31. The switch contacts 34 and 3! connect with the leads 33 and '31 included in the ignition circuit of the motor.

The lower mouth of the reservoir 2| about the plug' 33 is sealed by neoprene insulation. '33 or g The plate It and plug 33 are removably held in the insulating col-- 33 on the valve case 33 and the fastenings 13.

33 is designated at 3| and the instrument panel The reservoir for the oil is shown at 2| as being conveniently carried by the forward portion of the dash 8| at a suitable elevation to permit'draining of the hot oil therefrom by gravity through the conduit 23 to the crankcase or sump 43 by way of flllingneck 43. The reservoir 2| may be of the Dewar construction or of any other suitable construction in which double vacuum walls or other type of heat insulation is employed for the purpose of preventing dissipation of the heat from the oil stored in this closed container or receptacle 2|.

Reverting to Figure 2, at 22 is represented an upwardly extended oil intake tube which receives oil from the crankcase or sump from an oil intake tube or supply line 23. As shown in Figure 1 the line 23 connects with a low point in the crankcase or sump -49. It will be noted that the tubes or conduits 22 and 23 are separate and independent from the drain conduit and the drain valve l1.

As shown more particularly in Figures 3, 4 and 5 the lower end of tube 22 is shown as fitted in a plug 53 and the upper end of tube 23 is shown as fitted in a plate 54. At the upper end of tube 23 is a valve seat for the oil intake valve 25, this valve being biased to its seat by coil spring [5. The valve is carried by a stem 56 having a tappet 51 cooperating with cam 34 fixed on the shaft l3.

An air valve 24 controlls the inflow and outflow of air to reservoir 2| and is under the control of a cam 26 fixed on shaft l3. This cam 26 is full round having an opening .drilled of!- center to open the air valve 24 with either the oil drain valve H or the oil intake valve 25. Air tube 33 extends upwardly in the reservoir 2| from plug 53 and parallels oil intake tube 22.

On these tubes 22 and 23 is slidably mounted float 21 restricted in its rising movement by the stops 23 on one or both of the tubes 22, 33. A mercury balance switch. is pivoted at 33 upon tube 22 or other support within reservoir" 2|. A weight 3| of suflicient mass overbalances the empty oil barrel 58, which is positioned to re- I celve oil from the gooseneck 59 at the upper end of tube 22. In the lower portion of oil barrel 53 are a number of perforations 59 to allow the restricted escape of oil therefrom. A lever 30 and flexible vacuum tube 35 extending over to the intake manifold as shown in Figure 1.

a A steel wire or other rod connection 33 is carried by the lower float 21 and extends loosely through an eye 31 on the mercury switch 23, the

The air valve 24 is urged downwardly by spring 1] against its seat at the upper end of tube 33, the valve 24 being carried by a valve stem 12 having at its lower end a tappet I3 engaging the cam 23.

The lower end of the case 33 is provided with a removable bottom 33.

The bevel gears II and I2 are secured in a gear case 14 which may be attached by appropriate fastenings to the valve case 33.

At 43 is represented a metal case cover to protect the Dewar insulated reservoir. Sponge rubber shock insulators 4| stabilize sections of the reservoir 2| and may also stabilize and absorb shocks between the metal case and the inner wall construction of the reservoir.

Referring more particularly to Figure 7, the intake oil conduit 23 is shown as having included therein a number of turns or coils 42 adjacent the motor exhaust manifold 43.- This coil 42 forms a temperature booster, the coil being held to the manifold by U-shaped brackets 41 of expansion or thermostatic metal having the function to move the oil tubes or coils 42 away from the exhaust manifold 43 when the metal of the manifold becomes sufficiently hot, so that the tubes or coils 42 are not heated in excess of requirement.

In operation, assuming that the motor, has been running and that the car is to be garaged or parked, or in other words assume that the motor is to be stopped and not to be used for an extended period of time, say from one half hour to thirty six hours, and that the temperature estimated to be acquired by the 011 during such period-is lower than that decreed for proper lubrication. Under such circumstances the warm oil is to be withdrawn from the crankcase. While the motor is still running at idle-speed, the hand control III on the instrument panel '52 is turned one quarter way round to the right, thus rotating bevel gears II and I2, and through the latter the shaft l3 and its three cams |4 2i and 34. The position is that shown in Figure 4 where the valves 24 and 25 are both opened by their respective cams 28 and 34. The opening of valve 24 causes the interior of reservoir 2| to be placed in communication with the intake manifold which thus withdraws air from the reservoir 2| through the tubes 33 and 35. The vacuum thus produced in the reservoir 2| lifts the oil from the crankcase or sump 43 through tubes 23 and 22 into the reservoir 2|.

The first oil to enter flows into the small oil barrel 53, which because of the weight of oil, remains in its lower position, holding the mercury switch 29 at on." The oil overflows the 011 barrel I3 and begins to flll the reservoir 2|. After a certain level has been reached, for instance after one and a half pints of oil is received in the reservoir the lower float 21 rises up to stops 23, lifting rod 38 up through eyelet 31 and elevating head 63 above such eyelet. This position of the float 21 is shown in Figure 6, wherein the bal-' anced switch 29 is relieved of the weight of the lower float 21.

rod 33 having a head 83 'larger thanthe open II in case there is insufficient oil in the crankcase, say only two or three quarts, to fill the insulated reservoir 2|, when the last of this insufilcient quantity of oil is delivered to oil barrel 58, such oil will drain out of the small drain holes 59 at the base of the oil barrel 58. The loss of the oil-weight overbalances the oil barrel 58 causing weight 3| to descend in the path of the right arm of the mercury switch 29; thus tripping the mercury switch 29 to the ofi" position shownin Figure 6 and causing the motor to stop.

When the motor stops, turn the hand control back to a position where the cams will be as shown in Figure 3 with all valves closed. The reservoir 2! is now sealed air-tight from coldair and the temperature of the oil will be retained.

When the motor is to be again operated, the hand control In is rotated, say a quarter turn to the left, or to such position as illustrated in Figure with the drain valve l1 and the air valve as both open. The oil is thus allowed to drain through the tube back to the crankcase while air enters the reservoir 2| by way of the tubes 35 and 33 from the intake manifold. Therefore the oil, while draining, will not become airlocked in the reservoir.

As the oil drains out the lower float 21 will descend, drawing the rod 36 through the eye 31, and finally when the head 63 engages the eye 37, pulling the mercury switch back to the on position shown in Figure 2. The operator can see the ignition circuit close by observing the ammeter dial. The indicator of the ammeter will be deflected over the dial in the discharge direction in a short while after the draining of the oil begins, as it only requires a very short while, say one minute, to drain one gallon of oil from the reservoir.

In the event that a greater quantity of oil than the three quarts mentioned entersthe reservoir, the upper or full capacity float 32 will ride up, lifting the oil barrel 58 and allowing weight 3i to tilt mercury switch 29 to the off" position.

Figure 3 shows the position of the cams with all valves closed. This is the position assumed when the reservoir 2! is full of oil or when the crankcase is full and the engine in use.

Figure 4 shows both oil and air valves open for the drawing of the oil into the reservoir 2! and the expulsion of air from the reservoir.

Figure 5 shows the position of the cams and valves when draining oil from the reservoir 2i where air is allowed to enter the reservoir above the receding level of the oil.

In actual construction there may be no metal to metal contact between the extended tubes 22 and 33 and the valve base as all inside parts are insulated with cork gaskets at the connection with the base. This eliminates loss of heat through conduction of cold from outside metal. The Dewar insulated reservoir is set and sealed in neoprene 38 which reduces shock from vibration of the motor.

Referring more particularly to Figure '7, the importance of a sufficiently hot oil at the time the oil is drawn into the reservoir is believed to be obvious. It seems equally obvious that the oil in the crankcase will not be as hot after the motor has been running only a short time as it will be when the motor has been running a longer time. For the purpose of insuring a minimum low temperature for the oil when drawn into the container, the temperature booster-is used where the oil is required to pass through the coils 42 against or adjacent the exhaust manifold 43. The oil is thus heated by heat acquired from the manifold. The rapidity with which the exhaust manifold '43 becomes heated is availed of in this construction. By this means the oil, if insufficiently hot, will be raised to the requisite temperature, say 150 F. before it enters the res-- coil and 43 represents the exhaust pipe or exhaust manifold. In this instance, the coils 42 are carried by one or more coil brackets. Each bracket preferably consists of divided sections and 8! having semi-cylindrical mating depressions to fit about the oil pipes 82. Bolts or other fastening means 82 secure, or clamp, the sections 80 and Bi upon the coil 42. A bracket arm 83 is integral, or connected in suspending relation, with the coil bracket, this lift arm being pivoted, as'at 84, to the motor block 50 or other convenient support.

The lift arms 83 include horizontal portions normally restin upon thermostatic bars which are composed of an upper bar 85 of iron and a lower bar 86 of brass which hasa different coefiicient of expansion and will expand at a more rapid rate, when heated, than the iron. These two bars 85 and 86 form a thermostatic couple, being secured together by the rivets 81. The whole thermostatic bar is supporting at a central or intermediate portion by a stay bolt 83, leaving the two end portions free to curl up under the influence of heat from the exhaust pipe or exhaust manifold to greater or less extent dependent upon the value of such heating.

Figure 9 shows the normal position of the coil brackets at normal temperatures. Figure 10 shows that excessively high temperatures curl the ends of the thermostat upwardly, lifting therewith the lift arms 83, thus moving the coil 42 outwardly and away from the exhaust pipe 43* so as to prevent undue heating of the oil.

Referring more particularly to Figures 11, 12 and 13, these figures show the central ignition control switch. In the event of the device being installed on aircraft, the balanced ignition control located within the thermal reservoir would be disturbed on acrobatic maneuvers of the plane, such as when the plane is flying in any position other than horizontal, like a roll, loop, bank or dive, etc.

The central ignition control switch automatically cuts out the mercury at a time when the oil has been returned to the crankcase or sump and before the airplane motor is started, thus eliminating any disturbance in the ignition circuit at a time when the-plane goes off-horizontal positions, or at any other time.

The central ignition control switch is not limited to aircraft but is adaptable to all internal combustion motors.

The small flexible wires 63 and 61, Figure 2, may not be heavy enough to carry the load when a motor is turning at a high rateof speed, and ordinarily would set up a resistance. Use of the central ignition control switch will eliminate that possibility.

In Figures 11, 12 and 13 the central rod is shown at l0 and controls the operation of the oil device and the central switch. The shaft I 0 4 has amxed thereto, as by a pin on, a clutch disk 9I which cooperates with the rotor 92 of the switch.- Ratchet teeth 93 and ratchet sockets 9'4 are provided-between these two members 9i and 92 in such relation that when the member 9| is rotated by shaft I in a clockwise or right hand direction it will pick up member 92 and rotate the same; but onreverse rotation of shaft I0 and member 9i, that is in a counterclockwise or left hand direction, the inclined walls of the' re- 'cesses 94 will slide over the inclined walls of the teeth 99. In order to do this, the disk 92 must be capable of moving away from the member 9I To this end, and for the purpose of keeping the two members 92 and 9| and the teeth and sockets up to one another and engaged, I mount the disk 92 loosely on the shaft I0 so that it may freely rotate around said shaft and also slide axially on the shaft toward and from the disk 9i. it backing plate 95 under the pressure of a spring 99 urges disk 92 axially toward disk 9|; the backing plate 95 being prevented from rotating by the headed pins 91 which are carried by an adjacent support. Ratchet teeth 99 on the backing plate ,95 engage ratchet sockets in the disk 92.

abrupt and inclined shoulders of these ratchet teeth and sockets 90 and 99 are in reverse relation with respect ot th teeth and sockets 93 and 94. This arrangement permits disk 92 to be rotated in a clockwise direction and only in a clockwise direction and avoids retrograde rotation of the switch disk 92.

The disk 92 carries a bridge piece I00 terminating in terminals IOI which project at diametrically opposite points on the circular disk 92, as shown in Figure 13, in order to brush against the fixed or stationary contacts I02 and I03 supported in the casing I04.

The wire 66 from the mercury switch 29 f Figure 2 is grounded on the casing I 09 as shown at I05 as is also a lead I08 to the coil wire I01 which connects directly with the fixed electrode I02. The wire 61 of-the mercury switch 29 connects with the other fixed electrode I03. At I08 is shown a lead'from the electrode I03 to the distributor. Thebridge I00 forms ,a direct connection between the coil and the distributor when the motor is in normal operation. The backing plate 95 acts as a lock for the switch disk 92 preventing that disk from being turned to the left- Moreover, the backing plate 95 in the right hand rotation of the disk 92, by reason oi. the ratchet teeth and sockets 99 causes disk 92 to tend to shift to the righ thus holding the teeth 93 in the sockets 94 and insuring a good drive connection between disks 92 and 9|. The backing plate 95 is constantly sliding axially of shaft I0 and the pins 91 during this movementas the inclined walls of the sockets and teeth 99 and 99 ride over one another in the right hand rotation of the disk 92. The springpressure of the coil spring 96 quickens the action of the switch. A number of capped screws I 09 may be used to fasten the switch case to the base.

The ignition circuit is routed through the leads 61 to the distributor when the bridge piece I00 assumes the dotted line position shown in Figure 13; that is when the contacts IOI are turned through an angle of substantially 90 from the full line position of Figure 13. This occurs when the withdrawal or drain operation isinprogress.

It will be apparent from Figure 13 that the central switch cuts out the mercury switch there- The ' circuit when the or airplane is doing acrobatic maneuvers and is oil. horizontal. In case the small flexible wires 00 and 01 of. the mencan switch are not heavy enough to carry the load where the motor is running at high sp ed. -(particularly truck motors)- which would ordlnarily set up a resistance, the central ignition (or direct to motor") switch eliminates this. In other words, this new switch strengthens the device for use on all motors.

The part II, Figures 2 and 6, is an arm connection extended from switch 29. The weight 3i connects with the part II by the means of a hinge connection at the, base of weight 9|. The switch 29 is a mercury or other fluid type of switch encased in a glass tube and it is very important that the weight should not hit against the scope of the following claims:

by eliminating any disturbance of the ignition 10 What is claimed is:

1. In combination with a crankcase of a motor containing a body of lubricating oil, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a closed and heat-insulated reservoir, a removable member insertable in the lower portion of the reservoir, an-oll inlet valve in said memher in communication with the interior of the reservoir and with said crankcase, an oil drain valve in said member in communication with the interior of the reservoir and with said crankcase, an airvalve in said member in communication with the interior of the reservoir and with a source of 'air and vacuum supply, means biasing said valves'to closed position, and means for selectively opening said valves.

2. In conclusion with a crankcaseof a motor containing a body of lubricating oil, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a closed and heat-insulated reservoir, a removable member insertable in the lower portion of the reservoir, an oil inlet valve in said member in communication with the interior of the reservoir and with said crankcase, an oil drain 3. In combination with a crankcase of a motor containing a body of lubricating oil, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a closed and heat-insulated reservoir, a removable member insertable in the lower portion of the reservoir, an oil inlet valve in said member in communication with the interior of the reservoir and with said crankcase, an oil drain valve in said member in communication with the interior of the reservoir and with said crankcase, an air valve in said member in communication with the interior of the reservoir and with a source of air and vacuum supply, means biasing said valves to closed position, tappets connected to said valves, cams for engaging said tappets to open the valves, said cams being so constructed and arranged as to open the oil intake and oil drain valves only alternately and to open said air valve simultaneously with the opening of either of said oil valves, and a common operating and control means for said cams,

4. In combination with a crankcase of a motor containing a body of lubricating oil, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a closed and heat-insulated reservoir, a removable member insertable in the lower portion of the reservoir, an oil inlet valve in said member in communication with the interior of the reservoir and with said crankcase, an oil drain valve in said member in communication with the interior of the reservoir and with said crankcase, an air valve in said member in communication with the interior of the reservoir and with a source of air and vacuum supply, means biasing said valves to closed position, tappets connected to said valves, cams cooperating with said tappets to open the valves, said cams so constructed and arranged as to open the air valve along 'with the opening of either the oil intake or the oil drain valves but to open the two latter valves only alternately, a common shaft on which said cams are fixedly mounted, and a single control member for rotating said shaft to alter the angular positions of the cams with respect to the respective tappets.

5. In combination with a crankcase of a motor containing a body of lubricating oil, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a heat-insulated reservoir, an oil intake conduit communicating at a low point with said crankcase and with said reservoir, an oil intake valve controlling the movement of oil through said intake conduit into the reservoir, a drain conduit from said reservoir to the crankcase, a drain valve controlling the outflow through said drain conduit, an air conduit communicating with said reservoir and with the intake manifold of the motor, an air valve for controlling the movement of air in either direction through said air conduit, means yielda-bly biasing all of said valves independently to closed position, and means grouped for simultaneous actuation close to said valves for opening the valves in grouped arrangement in which the air valve is opened when either of the other valves is opened but the oil intake and oil drain valves are opened only alternately.

6. In combination with a crankcase of a motor containing a body of lubricating oil, and an ignition circuit for the motor, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a closed heat-insulated reservoir, means for causing the oil to be drawn into said reservoir from the crankcase, means for controlling the return of the oil from the reservoir to the crankcase, a normally closed switch in the ignition circuit, means actuated only when a pre-determined volume of oil is received in said reservoir for moving said switch to open position to interrupt the ignition circuit, and other means actuated when the reservoir receives a lesser volume of oil for also moving said switch to open position to interrupt the ignition circuit.

7. In combination with a crankcase of a motor-containing a body of lubricating oil, and an ignition circuit for the motor, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a closed heat-insulated reservoir, means for causa,

ing the-movement of the oil from the crankcase into said reservoir, means for evacuating the reservoir and returning the oil to said crankcase, a'movable switch in the ignition circuit, means for closing said switch when oil is substantially evacuated from said reservoir, and means independent of said last named means for opening the switch when the reservoir is partly or wholly filled with oil.

8. In combination with a crankcase of a motor containing a body of lubricating oil, and an ignition circuit for the motor, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a closed heat-insulated reservoir, means for causing oil from the crankcase to be drawn under control into said reservoir, means for causing under control the evacuation of oil from the reservoir to the crankcase, a switch in the ignition circuit, float means having connection to said switch to cause closing thereof when oil is substantially evacuated from the reservoir, said last named means having a loose connection with said switch to release the switch when the float is in the raised position, and means for causing the opening of the switch when oil is received in the reservoir.

9. In combination with a crankcase of a motor containing a body of lubricating oil, and an ignition circuit for the motor, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a closed heat-insulated reservoir, means for causing oil from the crankcase to be drawn under control into said reservoir, means for causing under control the evacuation of oil from the reservoir to the crankcase a switch in the ignition circuit, float means having connection to said switch to cause closing thereof when oil is subsantially evacuated from the reservoir, said last named means having a loose connection with said switch to release the switch when the float is in the raised position, a weight movably mounted and positioned to open said switch, and oil receptacle in balanced relation to said weight'means having capacity to overbalance the weight means when full, said oil container movably mounted and having restricted discharge for oil therefrom.

10. In combination with a crankcase of a motor containing a body of lubricating oil, and an ignition circuit for the motor, of a device for retaining the heat in the motor oil during periods of non-operation of the motor comprising a closed heat-insulated reservoir, means for causing oil from the crankcase to be drawn under control into said reservoir, means for causing under control the evacuation of oil from the reservoir to the crankcase, a switch in the ignition circuit, float means having connection to said switch to cause closing thereof when oil is substantially evacuated from the reservoir, said last named means having a loose connection with said switch to release the switch when the float is in the raised position, and weight means inferior in weight to said float means'for opening the switch when said float means is raised.

11. In combination with a crankcase of a motor containing a body of lubricating oil, and an ignition circuit for the motor, of a device for retaining the heat in the motor oil during periods of non-operation oi the motor comprising a closed heat-insulated reservoir, means for causing oil from the crankcase to be drawn under control into said reservoir, means for causing under control the evacuation of oil from the reservoir to the crankcase, a switch in the ignition circuit, float means having connection to said switch to cause closing thereof when oil is substantially evacuated from the reservoir, said last named means having a loose connection with said switch to release the switch when the float is in the raised position, weight means for opening said switch, an oil container movably mounted and connected to said weight and overbalanced by the weight when empty, said oil container having restricted discharge therefrom, and a float positioned beneath and acting to lift said oil container.

, retaining the heat in the motor oil during periods 01 non-operation oi the motor comprising a closed heat-insulated reservoir, means for introducing oil from the crankcase to the reservoir under control including a riser tube in the reservoir having a gooseneck discharge; at its upper portion, means for evacuating the oil from the reservoir back to the crankcase, means for introducing air or vacuum under control to the reservoir including a riser tube having its upper open end adjacent the upper part of the reservoir, upper and lower floats slidable on said riser tubes, stop means for arresting the upward movement oi the lower float, rest means ior supporting the 12. In combination with a crankcase oi! a moupper float, a pivoted switch in the ignition circuit, an eye carried by the switch, a headed rod on the lower float, said rod extending through said eye, a weight positioned to open said switch, a lever connected flexibly to said weight, an oil barrel positioned movably beneath said gooseneck and above the upper float and connected to the other end of said lever, said oil barrel having oil discharge openings in its lower portion.

SEPTER S. JOY. 

